CN104812597B - Stabilizer device for a wheel suspension system of a motor vehicle - Google Patents

Abstract

The invention relates to a stabilizer device for a wheel suspension system of a motor vehicle, comprising a rotatably mounted central part (36a) oriented in the transverse direction (y) of the vehicle and at least one leg (36b) extending from the central part in the longitudinal direction (x) of the vehicle, said leg being connected in an articulated manner to a control arm (20) of the wheel suspension system by means of a substantially vertically extending rod (40). According to the invention, the joint (40b) between the lever (40) and the control arm (20) is arranged outside the vehicle longitudinal member (45) with a transverse clearance (Δ y) in the transverse direction (y), in particular in the retracted state of the vehicle.

Description

Stabilizer device for a wheel suspension system of a motor vehicle

technical field

The invention relates to a stabilizer device for a wheel suspension system of a motor vehicle.

Background technique

For example, a rear wheel suspension system is known from DE 10 2004 030 463 A1 with a plurality of spatially staggered lower and upper control arms and a U-shaped roll stabilizer, wherein the middle part of the stabilizer is positioned at the center of the wheel axis of rotation. The rearwardly projecting legs of the stabilizer, previously supported to a common subframe, are articulatedly coupled to an upper control arm of the wheel suspension system via a substantially vertically oriented rod.

Contents of the invention

Starting from such a stabilizer arrangement, the object of the invention is to propose a stabilizer arrangement which is improved in terms of kinematic design and arrangement.

According to the invention, the articulation between the lever and the control arm is arranged such that it lies outside the side member of the vehicle with a transverse clearance in the transverse direction of the vehicle, in particular in the sprung-in state of the vehicle. The articulation formed between the substantially vertically extending rod and the control arm is thus arranged in a package-friendly manner outside the vehicle side member in the vehicle transverse direction and approximately at the level of the side member.

The above-mentioned control arm of the wheel suspension system can in particular be part of a loose multi-link composite mechanism, particularly preferably a front upper control arm viewed in the direction of travel, which is mounted on the side member of the vehicle Extend below. For an arrangement that facilitates packaging, it is advantageous if the upper front control arm is bent downwards approximately in a V-shape or U-shape. In this case, the control arm has substantially V-shaped arc segments which meet at the lower apex. The lower apex of the V-shaped bend may be arranged to be located below the vehicle side member with a vertical clearance in the pop-in state of the vehicle. The above-mentioned articulation between the lever and the upper front control arm is preferably arranged on the transversely outer arc of the control arm.

The multi-link composite mechanism can also have a front lower control arm, which is located in front of the front upper control arm through a longitudinal free space viewed in the direction of travel. It is particularly advantageous if the legs of the roll stabilizer extend in the longitudinal free space as far as the lower articulation with the rod.

The upper and lower control arms of the multi-link compound mechanism can preferably be supported on the subframe of the rear wheel suspension system. Furthermore, the transverse stabilizer can be mounted rotatably on the subframe via at least one stabilizer bearing. Preferably, the stabilizer rotation axis defined by the stabilizer bearing may be arranged below the subframe. In this way, in particular when active stabilizer systems are used, sufficient installation space is obtained below the front cross member of the subframe, in which installation space the rotary actuator of the active stabilizer system can be arranged.

It is especially preferred that the force vector extending through the articulation of the lever extends at least substantially through the center axis of the control arm defined by the control arm support. This arrangement ensures that the lever coupled to the stabilizer does not exert a tilting moment or torque on the control arm or its support. This has the advantage, inter alia, that the control arm bearing is not deformed, so that the noise transmitted to the motor vehicle body is lower and, if necessary, it can be designed softer for improved driving comfort.

In the case of multi-link axles, it is particularly advantageous to be able to support the middle part of the stabilizer within the height of the lower control arm of the wheel suspension system, wherein the rod is articulated to the upper control arm in an upwardly directed manner. This achieves a structurally advantageous integration of the stabilizer and an advantageous connection of the rod to the upper control arm of the wheel suspension system.

In order to achieve the required clearance of the upper control arm in the wheel suspension system, it is particularly advantageous if the control arm is bent approximately in a U-shape viewed in the longitudinal direction of the vehicle and the rod is articulated to the upper and opposite side of the control arm. the outer section. This facilitates a stable control arm position in the wheel suspension system and an advantageous transmission ratio of approximately 0.8 between the spring travel of the wheel and the adjustment travel of the lever acting on the stabilizer.

The central part of the stabilizer is preferably positioned in a known manner in front of the wheel axis of rotation of the wheel as viewed in the direction of travel of the motor vehicle. Furthermore, the rods articulated on the legs and the control arms are curved between the joints in order to provide clearance, in particular to the control arms and possibly to the wheel drive shafts when the wheels of the wheel suspension system are driven.

The articulation of the lever is particularly preferably designed as a rubber-to-metal bearing, wherein the pivot axis of the articulation of the control arm is oriented in the longitudinal direction of the vehicle. Due to the resulting axial extension of the bushing, the control arm can be effectively prevented from twisting or tipping over for an articulation arrangement positioned laterally beside the control arm. In this case, the articulation of the lever on the stabilizer leg or the pivot axis of the sleeve support can advantageously extend in the transverse direction of the vehicle.

In one arrangement which is preferred for clearance reasons and kinematically, the stabilizer legs can be oriented approximately parallel to the inclined rearwardly outwardly extending lower control arms of the wheel suspension system and viewed in top view at The control arm extends inwardly, wherein its articulation to the rod is approximately vertically below the articulation to the upper control arm in the structural position of the wheel suspension system.

Finally, the upper and lower control arms of the wheel suspension system and the middle part of the stabilizer can be articulated or supported on the subframe of the rear wheel suspension system of the motor vehicle, thus forming a complete installation for placement in the motor vehicle unit.

Description of drawings

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The accompanying drawings show:

1 shows a perspective view of a rear axle of a motor vehicle with a plurality of lower and upper control arms for each wheel suspension system and a stabilizer device with a rotatably mounted subframe an upper middle member and a rearwardly extending leg that is hingedly connected to the upper control arm by a rod;

Figure 2 is a view from the upper front of the left wheel suspension system showing the corresponding stabilizer legs, forwardly projecting rods and their connection to the upper control arm;

FIG. 3 schematically shows the upper control arm of the wheel suspension system according to FIG. 2 and the link of the stabilizer articulated with the control arm, viewed against the direction of travel of the motor vehicle;

Figure 4 is a sectional view of the control arm according to line IV-IV of Figure 3 in the area of articulation with the rod; and

FIG. 5 shows a partial plan view of the multi-link compound mechanism of the wheel suspension system.

detailed description

A rear axle 10 of a motor vehicle is shown in FIG. 1 and is only described to the extent necessary to understand the invention.

The rear axle 10 has an approximately rectangular subframe 12 in plan view, consisting of longitudinal and cross members, in a spatially offset arrangement for the two-sided wheel suspension via control arm bearings (no reference numerals). Lower control arms 14 , 16 , 18 (see also FIG. 2 ) and upper control arms 20 , 22 are articulated to the subframe.

On the other hand, the control arms 14 to 22 are connected to the wheel carrier 24 on both sides via control arm supports. A wheel carrier 24 with corresponding wheel bearings supports the rear wheels (not shown) of the motor vehicle.

Furthermore, suspended on the subframe 12 is a rear axle differential 26 , shown only in dashed lines, which drives the rear wheels via a transversely extending drive shaft. Furthermore, telescopic shock absorbers 30 can be seen in FIG. 1 , which are used in a known manner to provide elastic support and damping of the bodywork of a motor vehicle.

Arranged in front of the wheel axis of rotation 34 in the direction of travel F of the motor vehicle and at the level of the lower control arm 14 is a U-shaped roll stabilizer 36 whose central part 36a extending in the transverse direction of the vehicle passes through a stabilizer bearing 38 It is rotatably supported on the subframe 12 .

Rearwardly and obliquely outwardly protruding legs 36 b of stabilizer 36 counter to direction of travel F are articulately connected at their free ends to front upper control arms 20 of the wheel suspension system via upwardly protruding rods 40 .

The hinges 40a, 40b of the rod 40 ( FIGS. 3 and 4 ) with the legs 36b of the stabilizer 36 and with the control arm 20 are made of known silent blocs, wherein for the lower hinge 40a , the bearing center axis depicted is oriented transversely to the direction of travel F, whereas the bearing center axis depicted for the upper articulation 40b is oriented in the direction of travel F. FIG.

FIG. 3 shows the wheel suspension system in the sprung-in state of the motor vehicle. The articulation 40 b between the lever 40 and the upper front control arm 20 is therefore arranged outside the vehicle side member 45 in the vehicle transverse direction y with a transverse clearance Δy. Furthermore, the control arm 20 extending below the vehicle side member 45 is bent downwards in an approximately V-shape in order to provide a vertical clearance Δz. According to FIG. 3 , the V-shaped bend has two arc segments 47 , 49 which meet at a lower apex S, wherein in FIG. Straight clearance Δz.

Furthermore, as can be seen from FIG. 5 , viewed in the direction of travel FR, the front lower control arm 14 of the multi-link assembly 21 is arranged in front of the front upper control arm 20 via the longitudinal free space Δx. It is advantageous for the complete closure if the leg 36b of the transverse stabilizer 36 extends within the longitudinal free space Δx as far as the joint 40a with the rod.

A stabilizer axis of rotation D ( FIG. 5 ) defined by a stabilizer bearing 38 is arranged below the subframe 12 .

As mentioned above, for reasons of clearance, the upper control arm 20 is configured with a substantially U-shaped downward bend, wherein at its upper outer section 20c the rod 40 is at the articulated connection formed by the hinge 40b with the control arm support. The connecting line between the parts 20a, 20b is at the same height, or at the same height as the central axis 44 formed thereby.

The articulations 40a, 40b of the lever 40 with the stabilizer leg 36b of the stabilizer 36 and the control arm 20 are also configured in such a way that the depicted force vector 42 ( FIG. 4 ) of the lever 40 extends through The central axis 44 of the control arm 20 therefore exerts no torque on the control arm 20 under a corresponding spring force.

Furthermore, the rod 40 is designed to be bent or arced upwards between the hinges 40 a , 40 b to ensure the required clearance with the adjacent drive shaft 28 .

Finally, the legs 36b (FIG. 2) of the stabilizer 36 are oriented generally parallel to the inclined rearwardly outwardly extending lower control arms 14 of the wheel suspension system, and extend within the control arms 14 as seen in top view, where they correspond to The hinge 40a of the lever 40 is located generally vertically below the hinge 40b ( FIG. 4 ) of the upper control arm 20 .

The present invention is not limited to the above-described embodiments. Instead of the one-part stabilizer 36 it is also possible to provide a two-part configuration with two intermediate parts and with integrated actuators for height adjustment and/or roll stabilization and pitching of the body of the motor vehicle Stablize.

The control arm bearings of the control arms 14 to 22 can be formed in a known manner by rubber-metal bearings (body side) and/or by ball joints (wheel carrier side). The same applies to the articulations 40 a , 40 b of the lever 40 , where, however, its force vector 42 must pass through the center axis 44 of the control arm as described above. For example, the rod 40 can also surround the control arm 20 in a fork-like manner.

Optionally, the wheel suspension system can also be arranged directly on the body of the motor vehicle without the subframe 12 .

Claims (12)

1., for a wheel suspension system for motor vehicles, this is taken turns suspension system and has stabilizer arrangement, and described stabilizer arrangement has Have that orient along lateral direction of car (y), with can rotation mode supporting intermediate member (36a) and at least one longitudinally along the vehicle X leg (36b) that () stretches out from this intermediate member, the bar (40) that described leg is extended by general vertical and wheel suspension system Control arm (20) hingedly connect, described control arm (20) is the front upper suspension arm observed along travel direction (FR), before this on Control arm is the ingredient of multi link composite structure (21), and this multi link composite structure (21) has front lower control arm (14), The upper suspension arm of this multi link composite structure and lower control arm (14,16,18,20,22) are bearing in the secondary car of rear wheel suspension system On frame (10), bar (40) is hinged on front upper suspension arm (20): the power of the articulated section extending past this bar (40) of described bar Vector at least substantially prolongs through that determined by control arm supporting member (20a, 20b), the axis (44) of this front upper suspension arm (20) Stretch, it is characterised in that along travel direction (FR) observation, with free space, (Δ x) above controls before being positioned at described front lower control arm (14) Arm (20) front, wherein, leg (36b) free space (extend to the articulated section being connected with bar (40) in Δ x), Articulated section between bar (40) and front upper suspension arm (20) is placed along lateral direction of car (y), and with the cleanest gap, (Δ y) is positioned at car Longeron (45) is outward.

The most according to claim 1 take turns suspension system, it is characterised in that multi link composite structure (21) is under vehicle rail Fang Yanshen.

The most according to claim 2 take turns suspension system, it is characterised in that described front upper suspension arm (20) is in order to provide vertical (Δ z) is bent downwardly clean gap.

The most according to claim 3 take turns suspension system, it is characterised in that described front upper suspension arm (20) has pushes up in bottom The segmental arc (47,49) that point (S) place converges, described summit (S) when vehicle when springing into completely with vehicle rail (45) Spaced apart the cleanest described gap (Δ z)；Articulated section between bar (40) and front upper suspension arm (20) is arranged on transversely (y) position On outside segmental arc (49).

5. according to the wheel suspension system according to any one of claim 1-4, it is characterised in that stabilizer antiroll bar (36) is by extremely A few regulator supporting member (38) is bearing on subframe (10) in a rotatable manner.

The most according to claim 5 take turns suspension system, it is characterised in that the regulator limiting regulator rotary shaft (D) is propped up Bearing member (38) is arranged in subframe (10) lower section.

The most according to claim 5 take turns suspension system, it is characterised in that can be in pair when using active stabiliser system Region below the anterior crossbeam of vehicle frame (10) arranges required revolving actuator (51).

8. according to the wheel suspension system according to any one of claim 1-4, it is characterised in that the intermediate member of regulator (36) (36a) before the travel direction along motor vehicles observes the wheel rotary shaft (34) being positioned at wheel.

9. according to the wheel suspension system according to any one of claim 1-4, it is characterised in that with leg (36b) and front upper control The hinged bar (40) of arm processed (20) is designed as arc to be formed away from front upper suspension arm with away from wheel drive shaft (28) between articulated section Clean gap.

10. according to the wheel suspension system according to any one of claim 1-4, it is characterised in that the articulated section design of bar (40) Overlapping supporting member for rubber-metal, wherein the swinging axle of the hinged support part on control arm orients longitudinally along the vehicle.

11. according to the wheel suspension system according to any one of claim 1-4, it is characterised in that bar (40) is at regulator leg (36b) swinging axle of the articulated section on extends along lateral direction of car.

12. according to the wheel suspension system according to any one of claim 1-4, it is characterised in that the leg of regulator (36) (36b) outward extending lower control arm (14) and in a top view it is orientated substantially parallel to take turns after being tilted towards of suspension system Seeing and extend in this control arm (14), wherein, described leg is substantially vertically positioned at and front upper control with the articulated section of bar (40) Below the articulated section of arm (20).